Train signaling and stopping system.



H. G. SEDGWICK.

TRAIN SIGNALING AND STOPPING SYSTEM. APPLICATION FILED her. so. 1913. RENEWED MAR. 1.1911.

Patented July 10, 1917.

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mm SIGNALING AND STOPPING SYSTEM. APPLICATION FILED OCT. 30,19l3- RENEWED MAR- 1,1917. 11,232 59, Patented July 10, 1917.

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'iBMN SIGNALING AND STOPPING SYSTEM. APPLICATION FILED OCT. 30. I913- RENEWED MAR. I. I9I7.

Patented July 10, 1917.

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TRALN SFGNALING AND STOPPING SYSTEM. APPLICATION FILED OCT. 30, 19l3- RENEWED MAR. 1,191].

1,232,859 Patented Ju1y10,1J11.

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s erna art. 7 G. SEDGWI GK, 0F MILL V A, ASSIG-NOB TO THE NATIONAL SAFETY APPLIANCE COMPANY, OF SAN FRANCISCO, CALIFORNIA, A CORPORATION TIN SIGNALING AND STOPPING SYSTEM..

naa aese.

specification of Letters Patent.

Patented July 3141), 1191?.

Application tiled October 30, 1913, Serial No. 798,251. Renewed March 1, 1917. Serial No. 151,815.

To all whom it may concern.

Be it known that I, HIRAM Gr. Snoewrox, a citizen of the United States, and a resident of Mill'Valley, county of Marin, State of California, have invented certain new and useful Improvements in Train Signaling and Stopping Systems, of Whlch the following is a full and clear specification, ref: erence being had to the accompanying drawings, in whichv D Figure 1 is a diagram view or" a portion or" a road bed showing one manner of arranging the wiring and other apparatus of my system;

Fig. 2 is a similar View showing, as a continuation of Fig. 1, a portion of the ad acent block;

Fig. 3 is a diagram of a preferred form of arranging the devices for a single road bed magnet; 1

- Fig. 4 is a similar view showing the preferred arrangement for energizing a pair of adjacent cooperative road bed magnets from a single battery; and

Fig. 5 is a view similar to Fig. 4 showing a simpler form of the wiring of the companion road bed magnets G and Y.

My present system is especially adapted for that type of system in which the signaling or tram stopping devices in the cab are put into action through the medium of magnetism generated by a magnet of suitable construction on the road bed; for instance, my present invention has relation to that type of system covered by my former patent numbered 896,332, dated August 18,,

1908, in which an electromagnet on the road bed is energized and the influence of this magnet so adects an armature on the passing vehicle as to operate a suitable signal or a train stopping device.

l[ have shown my present invention applied to the well lrnown bonded-rail closed-circuit signal system, the track battery being shown at a and the main relay being shown at b, the blocks being as usual separated by insulated joints 0. The main relay, as usual, is located at one end of the block, and the track battery is, as usual, located at the other end of the block, and the short insulated rail sections which ll locate at different points in the length of the block are spanned by conductors 05, so as to keep the circuit between the From the relay 6 extends two line circuits, one (e) of which extends backwardly to the block next in the rear and the other one (f) of which extends forwardly into the block next ahead, crossing the track and terminating near the end of the block. When the main relay is deenergized the circult e is opened by the release of an armature g, and the circuit f is opened by the release of an armature h. In each. of the circuits e and f is placed a battery respectively lettered z and j. in each "of the circuits e and f is arranged in multiple a series of auxiliary relays is, which are denergized simultaneously 'with the main relay and serve to control the various electromagnets on the road bed. Assuming that a train has entered block A and is, therefore, moving toward the right, the main relay 6 at the far end of the block will break circuits e and f and thus deenergize the relays is in the block B just ahead and also in the block in the rear of block A. The road bed magnets in the block in rear will be so located as to influence the armatures of any trains attempting to get into block A from the rear, and the magnets in block B will be so located as to affect the armatures of any trains that may attempt to get into block A through block B.

I prefer locating a series of five electromagnets near the end of each block, these magnets being lettered respectively S, S, R G, Y. The magnet S is nearest the end oi the block and is located adjacent to a pair of short insulated rail sections Z and is connected to one of the relay devices by conductors m. The next magnet S is arranged adjacent a short rail n and is connected to an adjacent relay device by wires 0. The next magnet R is similarly arranged in relation to an insulated short rail 7) which abuts the rail section 11. and this magnet R also is connected with its auxiliary relay mecha nism by wires g. The magnets G and Y are arranged side by side and adjacent to a short insulated rail section r and are each connected to the same auxiliary relay device respectively by wires 8 and t. The magnets which are intended to cooperate with trains going to the right are preferably arranged all at the right of the center of the track and are located out of alinement with each other, so that each magnet will be so located other set of magnets when the train is going tender first in the opposite direction. I

have illustrated a preferred arrangement of armatures in a co-pending application serially numbered 7 33,162, but it will be understood that my present invention may be employed in connection with other armature arrangements. 7

The circuit arrangement which I prefer using in connection with magnets S, S and R is illustrated in Fig. 3. The magnet C11- cuit m includes a battery a, this circuit being constantly closed, and a resistance '0 being included in this circuitto reduce the flow of current to a small electromotive force, the idea being to keep the battery from deteriorating by non-use, and at the same time avoid any considerable consumption of battery power. The conductor m at one side of the resistance is connected by a wire w to a spring :2: carrying an armature 3 which is adapted to be attracted by a magnet 2, said magnet being included in a local circuit a, in which circuit is a local battery I), and the terminals of which circuits connect to a contact c and a lever d.

The lever 65 tends normally to gravitate to bring its carbon contact 6' into contact with spring at, but it is normally held .up out of contact by means of a magnet f included in a circuit g. In the circuit 9' is included a battery h and armature switch 21, the switch 71' being normally kept closed by the aforesaid relay is. The conductor m at the other side of the resistance vis connected by a wire 7" to a leaf spring Z, which spring normally tends to swing downwardly and carries at its end a carbon contact m.

A wire 11. connects armature lever d to a lever 0 pivotally mounted at 72- directly under the spring I and carrying a companion carbon contact 9. The upper end of lever o is connected to the piston rod r of a dash pot s and said lever.o is mounted upon an actuating lever t which is pivotally mounted adjacent to a magnet u, one end of said lever t serving as an armature for the magnetand the other end lying under the lever o.

The magnet u is in a circuit 0' which includes the main battery u and resistance w and a switch lever :10, said switch :0 being adapted to be opened when the dash pot plunger ascends and closed when the said plunger descends. The circuit a at the opposite sides of theresistance w is connected by wires y to the insul'ated rail and the rails at the opposite sides of the road bed.

When the wheels of a train vehicle pass the rail 1 the'wheels and axle therefor toto force the dash pot plunger and its con-' nectin lever downwardly the time required for this downward stroke being determined by the dash-pot structure. When the dash pot plunger completes its descent, switch as will be closed and contacts m 9' will be separated, thus destroying the connection between wires 7" and n which was made when the dash pot lunger was elevated. This operation will be gone through each time a train passes over the rail Z, and it will be observed that energizing current from battery 21. cannot reach magnet S until're sistance 'v is cut out. When this resistance a is out out (in the manner hereinafter set forth) the full strength of the battery u will pass to magnet S and thus energize the same and put it in condition to operate the train-control devices on the train. Should the block ahead be occupied, relay will be deenergized and switch a" opened. This denergizes magnet f and will permit lever 03 to gravitate until it rests on contact 0 and its contact 6 has made contact with spring 00. When the circuit a is thus completed magnet a will be energized and the spring a: will be drawn tightly into contact with contact 6 and thus insure a good contact and also insure the holding of the lever d in its downward position. With the lever d in its down position should a train attempt to ass over rail l the operation of the parts will be the same asabove described, except that resistance n will be cut out and the currentfrom battery 2/. allowed to pass to the magnet S, its course being as follows: from wire w, spring :0, lever d, wire n, lever 0', contacts 9 m, spring Z, wire j, to magnet wires m m at the opposite side of resistance 4;. The current will flow through these parts during the time the contacts 9 m are in contact and this interval will be determined by the proportions of the dash pot and the power of the spring Z, as is evident. In this way I can provi e for a suitable time interval for the energization of road bed magnet S, so that at the end of the interval determined upon in constructing the apparatus the road bed magnet will be deenergized irrespective of the position of the train, thereby messes permitting me to keep down the consumption of battery current to a minimum. It

may happen at rare intervals that the train will stop in such position that it will bridge the rail Z and the opposite rail; in this case, of course, the timing device will make repeated operations, but this will not be a serious objection, since the only result would be to waste a little current. it will be observed that the resistances w' and o permit a small quantity of current to constantly pass through their respective circuits, thus preventing deterioration of battery it by non-use and also tending to strengthen and preserve the power of the road bed magnet S. v

The stagger wires d may be arranged in the ordinary way, that is, as shown in Fig. 5, or they may be carried to the relay boxes is" and be provided with a switch 0, which will be opened when the plunger of the dash pot ascends. This switch will, be needed only in case the rail Z is sufiiciently long to permit a train vehicle, such as a light locomotive, to stand on said rail without reaching over upon the adjacent ends of the main rails. Should a short train vehicle come to rest on this rail Z it will be seen that the main rail circuit will close and thus set the signals and other control devices in the adjacent blocks at safety. This is avoided by providing a switch a As the rail Z is connected to the main rail at the opposite side of the track bed, the plunger will be raised and thus keep the circuit through the stagger wired broken.

lln Fig. 4 I have shown the preferred wiring arrangement for the s'afetymagnet G and the'caution magnet Y, the object of this arrangement being to operate these two magnets with but a single battery u. The wiring for the magnet Y is the same'as heretofore described for the magnets S, S and R. The wiring for the magnet G is shown in heavy lines. It will be seen that the circuit S has one of its branches extended to include a resistance 0 and an armature switch (13 adapted to be held closed by the relay is. This circuit S is also connected to the levers Z and 0. With this arrangement, it will be seen that if the magnet is is energized, a passing train will bring contacts g m into contact in the manner hereinbefore described and thus cut out the resistance 0 permitting the full battery current to pass into magnet G and thus give the safety signal to the passing 'train. Should the magnet i0 be deenergized, the bringing together of the contacts 9' m cannot cut out the resistance 0 but will result in cutting out the resistance '0, as heretofore described, and thus energize magnet Y for the purpose of giving a caution signal to the passing train.

In Fig. 5 T have shown a simpler form of wiring for the companion magnets G and Y. In this arrangement, the dash pot or time interval circuit closing devices are done away with and in lieu thereof 1 provide a restoring device beyond the magnets adapted to be operated by the first vehicle in the train after it passes said magnets Y and G.

With this arrangement, it is essential to employ at the opposite side of the track a short rail section similar to the insulated rail 7. as shown.

With this wiring arrangement shown in Fig. 5, it will be seen that if the switch d is closed, the passin train will cut out resistance a through the wheels and axles and thus energize magnet G, but, should the magnet is be denergized and the switch 0Z be opened and switch 5 be closed, it will be seen that the passing train will cut out resistance o and thus energize magnet Y. It will be seen that the same wiring arrangement employed for the magnet Y may be employed for magnets R, S and S if it be desired to do away with the dash pot restoring device illustrated in Fig. 3. At a point beyond the short rails r, I arrange another pair of short rails f insulated from the rails r and the main rails. In the conductor Y is arranged a normally closed armature switch 9 This switch is adapted to be opened by a magnet it which is adapted to be energized by an'axle and wheels passing over the rails 7, this being accomplished by arranging said magnet in a circuit 2' including a resistance j and a battery 1 0 this circult being connected to the rails f at points on opposite sides of the resistance, so that the wheels and axle will cut out the resistance 7' and allow the full current to pass into the magnet 7L and thus open switch 9 This openin of the switch 9 will open the circuit whic was closed by the wheels and axles of the train and thusvrestore all the parts to normal, whether or not all the wheels of the train have passed ofl' the rail 1-.

sections 1'. In this way, it will be seen that the battery 16 will be out OK from the magnets Y and G the instant the first pair of wheels of the train passes on to rails f thus resultingin great saving in battery current, it being understood, of course, that the rails f will be placed a 'suficient distance from the magnets Y and Gr to avoid deenergizing these magnets until their companion armatures on the train have gotten past the magnets.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent is 1. In a system of the class set forth, a main relay and two series of auxiliary relays controlled by the main relay, one series being arranged in the block ahead and the other being arranged in the block behind, an' electromagnet controlled by each of said auxiliary relays, said electromagnets being arranged .on the road bed in staggered relation, the set or series in the block ahead being arranged at one side of the center of the track and the set .or Series in the block behind being arranged on the other side of the center of the track, whereby the several magnets at one side will each transmit a particular signal to the cab of a train going in one direction and the magnets on the other side will perform the same operation in the cab of the train going in the opposite direction.

2. In a system of the class set forth, a main relay'and two series of auxiliary relays controlled by the main relay, one series 'being arranged in the block ahead and the other being arranged intheblock behind, an electromagnet controlled by each of said auxiliary rela s, said electromagnets being arranged on t e road bed in staggered relation, the set or series in the block ahead being arranged at one side of the center of the track and the set or series in the block .behind being arranged on the other side of the center of the track, whereby the several magnets at one side will each transmit a particular signal to the cab of a train going in one direction and the magnets on the other side will perform the same operation in the cab of the train going in the opposite direction, the first two magnets in each series being arranged side by side and means for alternately energizing the first two magnets. 1

3. -Ina system ofthe class set forth, a main relay and two series of auxiliary relays controlled by the main relay, one series being arranged in the block ahead and the other being arranged in the block behind, an electromagnet controlled by each of said auxiliary relays, said electromagnets being arranged on the road bed in staggered relation, the set or series in the block ahead being arranged at one side of the center of the track and the set or series in the block behind being arranged on the other side of the center of the track, whereby the several magnets at one side will each transmit a particular signal to the cab of a train going in one direction and the magnets on the other side will perform the same operation in the cab of the train going in the op.- posite direction, the track rails adjacent to each magnet being divided into insulated short rail sections and these respective short rail sections being electrically connected to the respective magnet circuits.

4. In a system of the class set. forth, a short rail section insulated from the mainrails, an adjacent magnet for actuating a signal or'stopping device on a passing vehicle, a local battery and a resistance in normally closed circuit with said magnet, of

means for shunting said res stance and letting the full current through the battery,

said means being controlled by a train in an adjacent block.

5. In a system of the class set forth, a short rail section insulated from the main rails, an adjacent magnet for actuating a signal or stopping device on a passing vehicle, a local battery and a resistance in normally closed circuit with said magnet, of means for shunting said resistance and letting the full current through the battery, said means being controlled by a train in an adjacent block, said means comprising conductors connected to said short rails and to the magnet circuit at opposite sides of the resistance and a relay operated switch in one of these conductors.

6. In a system of the class set forth, a pair of electromagnets adjacent each other on the road bed and each located so as to ini'luence an armature on the train and means whereby a passing train energizes one or the other of these magnets according to whether the block ahead is occupied or not occupied.

7. In a railway signaling system, a pair of signaling magnets on the road bed, and means whereby a passing train energizes one or the other of said magnets according to whether the block ahead is occupied or not occupied, said means including a circuit for each magnet and a common battery for these two circuits.

8. In -a system of the class setforth, a magnet on the road-bed for actuating a train control device on the train, a local battery for energizing this magnet and a resistance in circuit with the battery and the ma et to prevent the. full current from going into the magnet, means for shunting the resistance operable by a passing train, and automatic means for restoring the resistance in a predetermined time after it is cut out.

9. In a device of the kind described, a track magnet, a line relay consisting of two magnets each of which is in a separate circuit, means controlled by one magnet for energizing the other magnet when the first mentioned magnet is deenergized, and means upon the energizing of the said second mentioned magnet to hold-closed the track magnet circuit.

10. In a device of the class described, a track magnet, means for energizing said track magnet, atime limit relay, means for operating said time limit relay, and means controlled by said time limit relay to limit the period of time during which said track magnet is energized.

11. In a device of the class described, an insulated section of track, a time limit relay, means in circuit with said insulated section of trackto control the time limit relay, a

maaeee track magnet controlled by said time limit relay, and means for energizing said time limit relay and track magnet.

12. In an automatic block signal system, a plurality of blocks, a track relay in circuit with each block, a line relay in circuit with a source of electrical energy in one block and controlled by the track relay of the same block, a track magnet in each block, and means controlled by said line relay for energizing said track magnet for a definite period of time.

13. In an automatic block signal system, a plurality of blocks, a track relay in circuit in each block, a line relay in circuit with a source of electrial energy in one block and controlled by the track relay of the same block, a track magnet in each block controlled by said line relay, a time limit relay comprising a magnet for controlling the energizing of the track magnet.

In testimony whereof I hereunto aflix my signature in the presence of two witnesses.

HIRAM G. SEDGWICK. 

